Electric-motor car



(No Model.) 4 Sheets--Sheet 1. W. ROBINSON.

ELEGTRIG MOTOR CAR. 7 No. 436,489. Patented Sept. 16, 1890.

WITNESSESH INVENTEIRH mw/fm (No Model.) 4 Sheets-Sheet 2.

W. ROBINSON. ELECTRIC MOTOR GAR. No. 436,439. Patented Sept. 16, 1890.

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4 Sheets-Sheet 3. W. ROBINSON. ELECTRIC MOTOR UAR.

910.436. 139. Patented Sept. 16, 1890.

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W ROBINSON ELECTRIC MOTOR OAR.

No. 486,439. Patented Sept. 16, 1890.

WITNE SSE S" INVENTDR:

UNITED STATES PATE T ()FFICE.

WVILLIAM ROBINSON, OF BOSTON, MASSACHUSETTS, ASSIGNOR TO THE ROBIN- SON RADIAL CAR TRUCK COMPANY, OF PORTLAND MAINE.

ELECTRIC-MOTOR CAR.

SPECIFICATION forming part of Letters Patent No. 436,439, dated September 16, 1890.

Application filed April 12, 1889. Serial No. 307,041. (No model.)

To all whom it may cancer-n:

Be it known that 1, WILLIAM ROBINSON, a citizen of the United Stat-es, residing atBoston, in the county of Suffolk and State of Massachusetts, have invented a new and useful Improvement in Electric-Motor Cars, of which the following is a specification.

The street-cars commonly used at present for propulsion by electric motors are not at all adapted to the purpose. They frequently leave the rails, especially on curves, and are very troublesome and cause great and vexatious delays on this account. Furthermore, the car, havinga short wheel-basebut six feetits axles act as fulcru ms upon which the car acquires an end-tilting motion, which frequently throws it from the rails, especially when an attempt is made to run even at a moderately-high rate of speed. The car thus becomes very dangerous to life and property. Other objections will readily suggest them selves, such as lack of adaptation to use power economically.

The object of myinvention, therefore, is to construct a motor-car having axles adapted to take a radial position on curves and to adapt and combine the electric motors with the radiating apparatus in a simple and practical manner, whereby cars with a long wheel-base may run around very sharp curves with the greatest ease, with economy of power, and Without danger of leaving the track.

My invention also makes it possible to construct much longer cars than is at present feasible for electric-motor propulsion, to run them with great steadiness of motion, and to attain very high rates of speed with perfect safety and economy.

The nature of my invention will be clearly understood from the description which follows, reference being had to the accompanying drawings, which form a part of this specification, in which- Figure l is a bottom plan view of a railwaycar on a curved track, illustrating my invention. Fig. 2 is a side elevation of the same, partly in section, with the face wheels removed. Fig. 2 is an enlarged section of the axle a, showing the relation theretoof the motor-supporting connections. enlarged view showing the opposite end of the motor-supporting bar and connections, a portion of one side being removed to show the relative position of the flexible joint of the bars 6 f. Fig. 3is an enlarged top view of the axle-frame and motor. Fig. 4 is an end elevation illustrating part of the mechanism for suspending the motor flexibly from the axles. Figs. 5 and 6 are side elevations illustrating modifications in the method of suspending the motor flexibly. Fig. 7 is a longitudinal section showing the swiveling bearing of the carframe on the axle-frame. Fig. 8 is a longitudinal section showing the mechanism for connecting the adjacent axle-frames adjustably together. Figs. 9 and 10 are enlarged views showing the means of supporting one end of the motor flexibly on springs; and Figs. 11, 12, and 13 are detail views showing the bearings between the corners or sides of the axle-frames and the car-frame.

Similar letters of reference indicate corresponding parts in all the figures.

A is a car-frame provided with the swiveling axle-frames B B. provided with the wheels a, and the axle a connecting the same, and the axle-frame B with the wheels I), and the axle 1), connecting said wheels in the usual manner. The axleframe B is pivoted to the car-frame at the point 0 between the center of the axle a and the center of said car-frame, and the axleframe B is similarly pivoted to the carframe at the point 0' between the center of the axle b and the center of said car-frame.

projections or brackets e e on its opposite 95 sides, and the frames B B, respectively, are provided with corresponding projections or brackets ff. The brackets e f are pivoted Fig. 2 is an 50 The axle-frame B is 75 The together adjustably, as shown at g, and the brackets e f are similarly pivoted together, as shown at g.

The operation is as follows: When the moving car reaches a curved track, the impinging of the flange of one of the intermediate wheels d against one of the rails of the curved track causes said wheels and the axle d, together with the intermediate frame 0, to move transversely relatively to the car-frame A. This transverse movement of the frame 0, with its brackets e e, carries the brackets ff of the frames B B to one side of the longitudinal center line of the car-frame A, thus causing said frames B B to swivel on their respective axes c and 0, whereby the axles a b are caused to take radial positions on curves, as shown in Fig. 1. The intermediate axle 01, being at the center of the car-frame, is of course always radial to any curve upon which the car may enter without any swiveling movement in the frame 0. I prefer to swivel the axle-framesB B at points between the centers of the axles a b, respectively, and the center of the car-frame. By this arrangement the pivot 0 becomes a fulcrum around which the wheels at and axle a, with the frame B, swing as a lever, the impinging of the flange of the'outer wheel a against the outer rail of thetrack when a curve is reached giving the initial impetus for such swiveling movement. The same operation takes place in connection with the wheels I), axle b, and frame B. It will be observed that the greater the distance the pivots c c are from the axles a b the greater will the swiveling leverage be, and the more easily therefore will the swiveling movement of said axles take place; also, the greater the distance of said swiveling-points from said axles the less will be the lateral movement required of the sliding frame 0 to bring the swiveling axles into a true radial position on curves. Furthermore, by placing the pivotal point e a short distance from the axle a, as shown, and the pivotal point 9 of the adjacent axle-frames midway, or nearly so, between said pivotal point 0 and the intermediate axle cl-that is, the center of the car-frame-all slack and lost motion are taken up and the axles brought in a practical manner into an exactly radial position on curves. When the axles assume radial positions .on curves, as shown in Fig. 1, the pivotal pointg is thrown to one side of the longitudinal center line of the car-frame, and the brackets e f and e f slide upon and become elongated relatively to each other. relative elongation and contraction of said brackets, I provide the bracket e (see Fig. 8) with the longitudinal slot h, in which is placed the sliding friction-block h, through which and the jaws i of the bracket f passes the pivotal bolt g. Thus flexible movement of the brackets e f relatively to each other is provided for without lost motion or undue wear of the parts moving on each other. The

To provide therefore for the free I brackets e f are flexibly connected together in the same manner as the brackets e f just described.

The swiveling axle-frames B B are provided with the central swiveling bearing shown in Fig. '7, in which the plate m, pro- -vided with the socket m, is secured to the axle-frame, and the car-frame is provided with the bearing-plate '11, secured thereto. Said plate at is provided with the projection n, fitting into the socket m and swiveling therein. The bolt 0, passing through the plates at m, prevents the possibility of said swiveling plates separating from each other by a sudden jar or otherwise.

The plate m is provided with the recess 0 for the reception of grease or oil, which may be poured into said recess through the orifice 0 in the upper plate 01 for the purpose of lubricating the frictional surfaces of said plates. The channel p leads from the recess 0 to the socket m, to allow a portion of the oil or grease to pass gradually into said socket, where it is retained by the recess 19 at the bottom of said socket m. The orifice o" is protected from dust by the plate q. Thus the bearing-plates m n are kept continuously lubricated in a simple and effective manner.

The sides or corners of the axle-frames are provided with roller-bearings, which I prefer to make as shown in Figs. 3, 5, 11, 12, and 13, in which the rollers r, secured to the axleframes, are grooved, and the bearing or track 0", secured to the car-frame A, rests upon said rollers and fits into the grooves of the same. The grooved roller-bearings, together with the socketed central bearings, it will be observed, allow ease of movement between the axleframes and the car-frame A without lost motion.

In Fig. 11 and some other figures the roller 0" is provideds with a groove semicircular in cross-section. In Fig. 12 the groove is angular, while in Figs. 1 and 2 the roller 1" has its periphery convex in cross-section. In the latter case the roller 4" travels in a grooved track r.

The bars 325 extend across and above the axle-frames B B, and are secured thereto. Between or upon said bars the swiveling bearing-plate m is secured. Said bars 3 tare preferably made of iron or steel plates placed edge upward for strength. At or near the ends said plates are bent downward and secured to the axle-frame by the bolts u. Thus space is left under said bars for the motor to rise above the level of the surrounding wheelframe, all as shown in Figs. 2 and 3, and more fully described hereinafter. The bars 8 trise between the intermediate sills v of the carframe A, thus economizing space, and also for the purpose of economizing space the bearing-plate n is secured to the car-frame at or near the surface of said sills.

In order that the intermediate wheels d may have extreme lateral movement without raising the car-body unduly, the side sills o are IIO cut away or arched upward at the middle, and the disconnected or arched parts are connected and re-enforced by the vertical arching-plates w--one on each side of the sillsaid plates being firmly bolted to the sides of said sill, as shown. Thus the central wheel is permitted to move under said arch, while all the normal strength of said sill is retained.

It will be understood that when the car passes from a curved to a straight track the impinging of the flanges of the wheels on the rails causes all the axles and wheel-frames to assume their normal position and all the axles on the car to become parallel to each other. Thus the axles become radial on curves and parallel on straight lines, and only on straight lines.

The axles a b d are provided, respectively, with the motors a 11 66 Each of said m0- tors has one end" supported by its axle, as shown in Fig. 3, in which the motor a is shown as having one end supported on the axle a by the sleeves c in any usual or suitable manner. The opposite ends of the motors are supported flexibly in a peculiar manner, as follows: The bar or frame a formed of one or more pieces, is secured adjustably on the motor-sleeves 0 as shown at f whereby the motorand said bar are adjustable somewhat relatively to each other in avertical plane. Rigidly secured to the bar 6 or forming a part thereof, is the horizontal bar extending, preferably, above the axle-frame B to or beyond the connecting-point g of the adjacent axle-frames. The lower end of the bar or frame 6 terminates in the swiveling point or bearing 7L2, which is in a vertical line with the swiveling point 0 of the axle-frame on the car-body. The axle b is provided with a similar bar e horizontal bar 9 and swiveling point or hearing 71 The bars 6 e are connected by the horizontal bar 2' and swivel on said bar 1' at the points it it as shown. From the free or inner end of the bar 9 is suspended by the bracket the free end 70 of the motor (L as shown at r, and from the free or inner end of the corresponding bar 9 are suspended by the brackets m n the free ends Z m of the motors d b as shown. The bracket 1 is rigidly secured to the back end of the intermediate motor d and has its free end supported by the end of the bar 9 The springs o p g are placed around the supporting-rod 3 which is supported at r from the bar 9 as shown, whereby the motors a d are flexibly supported from said bar g by said springs. In a similar manner the ends Z m of the motors d b are supported fiexibly by the springs u o w said springs in turn being supported by the bar 9 It will be obesrved that the motor-sleeves c are operate as well if sleeved directly to the axle; but this would involve the additional and unnecessary friction and expense of additional journal-boxes. I therefore prefer to support said bar 6 on the motor-sleeves 0 as described.

The bar 1' engaging the lower ends of the bars 6 6 keeps the bars g g in a horizontal position, notwithstanding the fact that a large proportion of the weight of the motors is sup ported by said last-named bars. The adjacent motors a (1 however, practically support and balance each other flexibly through their respective brackets 70 1 and the springs o 9 as shown. Furthermore, the intermediate motor d becomes to a large extent an equalizer between the other two'inotors. When the intermediate motor (1 is omitted, then the bracket Z supported by the axle cl, extends therefrom in both directions, terminating on one side in the bracket "m -that is, the bracket l extended becomes a perfeetequalizer, supporting the motors a b equallythus relieving the weight on the bars 9 and distributin g such weight as remains equally between said bars. The supporting-rod 8 passes through the spring-seats a U, which support the bracket Z (See Figs. 9 and 10.) The bracket Z is provided with the slot 0 through which the stems of the spring-seats c 17 pass and meet without pressing tight upon the upper and lower surfaces of the bracket Z Thus said bracket Z is adapted to move back and forth with entire freedom relatively to said spring-seats.

The bearing and operation of the bracket m on its springseats are the same as that of the bracket Z just described, on its springseats. The rod 8 connects adj ustably the motors a d in the same vertical line with the bolt or pin 9, which adjustably connects the axle-frames B O, and in like manner the rod 3 connects adjustably the motors d b in the same vertical line with the bolt or pin g, which adjustably connects the axle-frames 0 B. \Vhcn the car enters upon a curve, the normal position of the motors relatively to each other is changed. Thus the intermediate motor 62 is carried bodily with the axle d in a transverse direction relatively to the car frame A, while the motors a b swivel in a horizontal plane on the same vertical axes around which their respective axles a b swivel. At the same time the brackets W1 and m n elongate relatively to each other in taking the relative angular posit-ion, all as illustrated in Fig. 1.

It will be observed that in the method of operation above described the motors are wholly supported by the axles-a great desideratum, since by this arrangement vibrations from the motors are not conveyed to the carbody, and it is only necessary to make the car-springs heavy enough to carry the carbody with its load of passengers without supporting any of the weight of the motors.

Thus my. invention makes my motor-car a much easier riding vehicle than the present motorecar.

Figs. 5and 6 illustrate modifications in the methodof flexibly supporting the motors. In Fig. 5, as will be seen by inspection, the free'ends of the motors are suspended by springs from their respective axle-frames, while in Fig. 6 the mode of suspension-is similar, but the lines of suspension coincide with the flexible joints 9 and g. In both of these cases, it will be observed, the motors partly support and balance each other, as described in connection with Figs. 1 and 2.

An inspection-of Figs. 2 and 3. will show that the axle-frames have an .open space withintheir periphery large enough for. the

motor to move adjustably within and above or below said frame during the relative ver tical movements of said motors and the carframe. For this reason I raise the bearingbars at above the upper surface of said axleframes, as clearlyillustrated in Fig. 2. This arrangement also'allows room for brake-rods and other gearing above the-motors.

It is obvious that the invention herein described is equally applicable to six-wheeled trucks, for coaches having two trucks, and to cars having only six wheels in all. The term car-frame, therefore, herein used must be construed,-for the purposes of this invention, as equivalent to the term truck-frame or main truck-frame.

The electric motor, as commonly applied to cars, is geared to the car-axle by a single gear-wheel secured to the axle at or near one of the car-wheels. The whole driving-power is applied at this one point. The tendency of this arrangement is to drive the wheel near the gearfaster than the other, and the result is that the wheel farther from the gear continually binds and grinds against the rail. When two motors are placed on the two axles of a four-wheeled car, the axle-gears are placed near the wheels diagonally-across the track from each other. the wheels farthest from the gears bind diagonally against the opposite rails, much as a bureau-drawer binds when an attempt is made to draw it out by one handle. The grinding motion resulting from this cause wastes power, often throws the car from the track, and makes riding hard and disagreeable. To obviate these disadvantages I gear the mot-or to the axle, as shown in Fig. 3. In

this case secure to the axle a. two gearwheels a*at equal distances from the center of the axle. Two pinions b*, secured to the intermediate shaft 0*, engage said gear-wheels (1*. The two pinions 01* on opposite ends of the armature-shaft f* gear into the two large gears 8* on said intermediate shaft 0*. Thus when the armature-shaft f* is set in motion said motion is transmitted through the intermediate shaft 0* to the axle a in a The result is that.

perfectly even and uniform manner and with shafts.

voutany side. draft on saidaxle or revolving A less advantageous but somewhat cheaper,-

and less complicated arrangement-cf gears. may be made by omitting one of thexpinionsd from the armature-shaft and. its corresponding gear a? from the intermediate shaft 0* and-retaining all .the other gears. This gives an even application of power to-the axle strain to the armature and intermediate.

shafts.

Having thus described my invention, What- I claim as new, and desire to secure by Letters Patent, is

.1. In a railway car or truck, the combina-.

tion, substantially as described, of a swiveltransversely relatively to the main truck or car frame, and barsor brackets rigidly secured to said axle-frames and adj ustably con- .nected to each other, one of said bars or bracke ets being provided with a pivotal bearing en-.

gaging in a longitudinal bearing or slot in the 9 1 other bar or bracket, whereby flexible move.- I

ment-without strain is provided for. between said swiveling and transversely-moving axleframes. v

2. In a railway car or truck, the combination, substantially as described, of an axle- 1 frame adaptedto move transversely relatively."

to the main truck or car frame, an axle-frame swiveling on an axis located betweemthe.

axles of said swiveling and transversely-mow. ing axle-frames, and bars or brackets'rigidly secured, respectively, to said swiveling and transversely-moving axle-frames, said barsbeing adj ustably connected together and, adapted to allow the relative elongation and contraction of said bars or brackets when said axle-frames'change position relatively to each other.

3. In a railway car or truck, the. combina;

ITO

between said swiveling axle-frames and niovable transversely relatively to said car or truck frame, and independent bars orbrackets secured to said axle-frames, the brackets of the adjacent axle-frames being connected together adj ustably and adapted to elongate and contract relatively to each other.v

4. In a railway car or truck, the combination, substantially as described, of an axleframe adapted to move transversely relatively to the main truck or car frame, an axle-frame swiveling on an axis located between the axles of said swiveling and transversely-moving axle-frames, and independent bars or brackets secured to said swiveling and transverselymoving axle-frames, said independent brackets being adjustably connected .togetherat a 75 a, although it still allows a slight torsional point located midway, or nearly so, between said transversely-moving axle and the swiveling point of said swiveling axle-frame.

5. In a motor car or truck, the combination, substantially as described, of the main frame, the driving-axle with its wheels, a motor arranged to drive the same, and mechanism supporting said motor, said mechanism being arranged to permit or cause the joint movement in a horizontal plane of said motor and axle relatively to said main frame.

6. In a motor car or truck, the combination, substantially as described, of the main frame, a driving-axle with its wheels, a motor arranged to drive the same, and mechanism supporting said motor, said mechanism-being arranged to permit or cause the joint swiveling movement of said motor and axle around a Vertical axis relatively to said main frame.

7. In a motor caror truck, the combination, substantially as described,of the main frame, an axle or axles havingalateral or swiveling motion around a vertical axis, a driving-axle with its Wheels, a motor arranged to drive the same, and mechanism supporting said motor, said mechanism permitting or causing the joint transverse movement of said motor and axle relatively to said main frame.

8. In a motor car or truck havinga flexible wheel-base, the combination, substantially as described, with the axles of said car or truck, of two or more motors journaled, respectively, to said axles, said motors being movably connected together, whereby hdrizontal movement in one of said axles will tend to cause horizontal movement in the other axle through said connected motors.

9. In combination, substantially as described, a car-axle, a motor arranged to drive said axle and having one end supported thereon, a bar having one end supported on journal-boxes on said axle, the free end of said motor being supported by said bar, and another bar having one end engaging said firstnamed bar near the axle and keeping the same in a substantially horizontal position, the other end of said second-named bar being held in postion by engaging a projection or device near another axle of the car or truck.

10. In combination, substantially as described, a car-axle, a motor arranged to drive said axle andhaving one end supported thereon, a bar supported on journal-boxes on said axle, the opposite or free end of said motor being supported flexibly by said bar and capable of vertical adjustment, and another bar having one end engaging said first-named bar and preventing material vertical adj ustment therein, the opposite end of said second-named bar engaging a device near or depending from another axle of the car or truck.

11. In combination, substantially as described, two car-axles, two motors arranged to drive said axles, each motor having one end supported by the axle which it drives, a bar or bars supported on journal-boxes on said axles, said bars supporting the opposite free ends of said motors, and another bar connecting and pivotally engaging said firstnamed bars.

12. In a railway car or truck, the combination, substantially as described, of a swiveling axle-frame, an axle-frame adapted to move transversely relatively to the main truck or car frame, and bars or brackets rigidly secured to said axle-frames and adj ustably connected to each other, one of said bars or brackets being provided with a pivotal bearing engaging in a friction-plate sliding in a longitudinal bearing or slot in the other bar or bracket.

13. In a railway car or truck, the combination, substantially as described, of a swiveling axle-frame, a car-axle within the same, a bearing -plate secured to said axle-frame above said axle, said bearing-plate having a swiveling center bearing in a vertical line to one side of the axle and a frictional bearing directly over the axle, and a corresponding bearing-plate secured to the main frame on which said axle-frame swivels.

14. In a car-truck, the combination, substantially as described, of the swiveling axleframe, a car-axle within the same, a swiveling bearing-plate secured to said axle-frame, said bearing-plate being provided with a recess for the reception of a lubricator, and a channel connecting said recess with the swiveling socket of said plate.

15. In combination with the car-frame and axle-frame, grooved anti-friction rollers between said frames, said rollers bearing against and rolling upon rails or tracks fitting into the grooves of said rollers, substantially as described.

16. In a motor-car, the combination, substantially as described, of the motor, the bracket secured thereto, and spring-seats furnishing a bearing for said bracket, said bracket being provided with a longitudinal slot adapting said bracket to slide back and forth adj ustably 011 said spring-seats.

17. In a car or truck frame, the combination, substantially as described, with a transversely-moving wheel and axle, of a sill constructed with an arch adapted to allow said wheel to move under said sill.

18. The combination, substantially as described, with the axle-frame, of metal bars extending across the same with their edges in a vertical position, and a bearing-platesecured to said bars, said bars and bearingplate extending upwardly between the sills or bars of the main truck or car frame.

WILLIAM ROBINSON. 1V itnesses:

DANIEL E. SHEPARD, FRANCIS T. DYER. 

